Air-brake system.



No. 869,444 PATENTED OCT. 29, 1907.

v G. MACLOSKIE.

AIR BRAKE SYSTEM.

APPLIUATION FILED APB.. 7. 190e.

A 2 SHEETS-SHEET l.

No. 86mm. PATBNTBD 00T. 29.1907.

er. MAGLOSKIE.

AIR BRAKE SYSTEM.

APPLIOATION FILED APB. i. 190e.

Y 3SHEET8-SHEBT 2.

i W/tnesses; K l /m/entor; Mr/ 7 Gear ev '//d os/r/ea *estremi sinrjnsVA rarnNfr onirica.

GEOR lli `i\li\(,`LOSl{IE, OF Srl'llNEC'lA'DY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMYNY, A CORPORATION OF NEW YORK,

AIR-BRAKE SYSTEM.

Specification of Letters Patent,

Patented Oct. 29, 1907'.

Application tiled April 7| 1906- Serial No. 310,415.

To all 'whom it lmay concern:

Be it known that I, Gnonor MAeLosKIu, a citizen o the United States, residing at Schenectady, county ol' Schenectady, State ol New York, have invented certain new and uselul linprovements in Air-Brake Systems, 0i which the following is a spccitica'tion.

My invern/ion relates to combined pneumatic and electric air-brake systems, and ils object to. provide a combined system having certain advantages not selO Cured heretofore.

Since an electric control can be arranged to give a graduated release of the brakes and a more perfect gradnation in application than can be obtained with an automatic pneumatic system, it is desirable in ordinary operation to apply and release the brakes electrically. l`f,however, the electrically-controlled system fails for any reason, the pneumatic system should be available.

Furthermore, it is desirable to employ the same valvehandle for controlling the brakes both electrically and 2l) pneumatic-ally. By my invention -it is possible to controlth brakes in this manner by a single valve-handle without actuating the pneumatic brake-controlling devices while the electric system is being used, and yet,

' if the electric system tails for any reason, that failure renders the pneumatic system operative, so that the movement ol the valve handle to. braking position ali `Ways results in an application of the brakes; this application being secured electrically' if the electric system is in operative condition, and pneumatically il' the system has tailed. ln this aspect my invention consists in the combinationl ot' pneumatic and electric` control systems l'or the brakes, a single manually-controlled member controlling both systems, and means lor automatically rendering the pneumatic control system inoperative when the electric system is in use. More specifically stated, .l place switch conta-ets on the engineers valve controlling the electric system and employ a normally-open valve in one of the ports of the enginccrs valve with a magnet adapted to close this valve so as to 40 render the engineers valve inopelative when the electric system is in use. ll' the electric system fails for any reason, as, for instance, by a l'ailurcroi the current, this magnet is denergized, and the normally-openvalve is returned to open position; thereby automatically puttin'gr the cngineers valve into proper condition for pn'eumatic control of, the brakes.

My invention further comprises a novel construction of' the electrically-operated brake-controlling valve, whereby a graduated application and release may be obtained in a sim plc manner, withthe electric operating means denergized during normal running, thereby eeonomizing current, and the valve normally left'i'n release position, so as to prevent` accidental application oi the brakes due to leakage through the brake cylinder.

'elcctrically-operated lnaice-controlling My invention will best be understood by reference lo 51' the accompanying drawings, in which Figure l shows diagrammat ically a combined electric and pneumatic system arranged in zufcordance with my invention; Fig. 2 shows a cross-sectional view ot' the valve; Fig, It shows in cro :ection a double-throw check-valve employed for cuttingont. the pneumatic and electric brakecontrolling devices alternately; Fig. `t shows a crosslsectional elevation ol' the engineers valve arranged in accordance with my invlnition; and Fig. 5 shows the arrangement of ports in the valve-seat. i

Referring first to Fig. l, A represents an air-coinpressor 'supplying the main reservoir l. (l represents the train-pipe line normally carrying air under pressure, and arranged to be connected through the engineers valve D either to reservoir or to atmosphere. E represents the usual triple valve, l" the auxiliary reservoir, and G the brake cylinder. il representsl an electrically-operated valve adapled to connect brakecylinder to auxiliary reservoir, or to atmo pherel represents a double-throw check-valve placed between the brake-cylinder and the valvesl ll and Il, arranged to disconnect those valvesl alternately from brake-cylinder,

The construction of the electrically-operated valve is clearly shown in Fig. 2, 'lhe valve Il. is shown as a simple slide-valve carrying on its spindle the two cores j and k of the solenoids .l and K, respectively. L and L represent springs which formtyielding stops on opposite sides ot the valve adapted Lobe engaged by the ends of the valve spindle. These stops are so spaced that the spindle engages only one at a time, and has a limited freemovementbetween them. The auxiliaryv reservoir is connected by a port (not shown) with the chamber in which the valve H moves. 'lhe port g is connected to l'nakc-cyliuder, and the port a to atmosphere. The operation ol this valve is as follows: When it is desired to apply the brakes magnet .l is energized, drawing the core j over toward the left, and compressing the spring L; thereby moving valve H .so as to uncover port g, and to connect auxiliary reservoir to brake cylinder. When valve J is deenergized, the spring L returns the valve to lap-position, in which the valve Il is displaced toward the left from the position shown in Fig. 2 by the distance between the left-hand end of the valve-spindle and the spring L in this figure, ily lsuccessively energizing and denergizing magnet .l a graduated application ot' the brakes is secured. For releasing the brakes magnet K is energized, thereby drawing core c to the rightpaiid compressing spring Lf. Valve ll is thereby moved to a position a little to the right of the position shown in Fig. 2, thereby lapping port a. Thus' ener-l the position shown in Fig. l. to release-position, as has been heretofore explained.

gizing magnet K shifts valve H from one lap-position to another. Now, if magnet K is denergized, the.

graduated release of the brakes may be' obtained.

In running,` the valve H remains in the position shown, so that an accidental application ot the brakes due to leakage of air into the brake-cylinder is prevented,` since the brake-cylinders are normally connected to atmosphere. It will be seen that neither magnet J nor K is energized, so that the maximum economy of current is secured. i

lFor controlling magnets .l and K suitable conductors are extended through the train, as indicated in Fig. l. These conductors are connected to contacts controlled by the handle of the engineers valve. In Fig. l a contact m is indicated as carried by the handle of the valve, and two contacts m2 and m3 are arranged to be engaged by contact ml. A magnet M is inserted between contact m3 and the train-wire to which it is connected, so that when this train-wire is carrying current to apply the brakes, magnet M is energized. This magnet, as will hereafter be explained', prevents air trom being exhausted from the train-pipe, so that the engiueers valve maybe moved to application position to apply thebrakes electrically without producing any operation of the triple valves on the train.' The current for the electricallyoperated valves may be'taken from any suitable sources indicated by the collector-shoe N.

The operation oftne system is as follows: The engineers valve-handle is shown in runninglposition,"

in which the train-wires are both disconnected from the source of current. '.lhe electrically-operated valves are consequently denergized, and are in the position shown in Fig. 2. To apply the brakes the handle of the enginoers valve is moved to bring contact m1 into engagement with Contact m3. In passing over the Contact m2 the magnets K are energized, 'but this merely moves the electrically-operated valves momentarily to, lap-position, from which they are returned to release `position as contact ml passes oft' of contact m2. When contact ml reaches contact m3 the magnets .l are energized, thereby applying the brakes on the train in the manner that has been described above. At the same time, magnet M is energized, thereby preventing ,the operation oi the pneumatic devices. Il, during the application of the brakes, the contact m1 hasmoved off of contact nl. into the space between contacts m and m2, thel electrically-operated valves are lapped, as has been heretofore described. This is one lap-position of the engineers valve. Contact ml may be moved back into engagement with contact m as many times as desired to secure graduated application of the brakes. To release the brakes the contact m1 is moved across contact vn.-l to This returns the valves i If 1t ,lsdeslred to lap the valves before the air is enl tirelyi exhausted from the brake-cylinders', this can sure in the train-pipe', it is evident that the pneumatic devices remain inoperative during the electric operation, as above described. lf, however, the electric devices should fail for any reason` as, tor instance, by

failure of the source' of current, or by a breaking apartofthe train-wires; and it the engineers valve should then be moved to application position, magnet M would not be energized, and consequently-the engincers valve would act to exhaust the train-pipe and produce an application of the brakes through the triple valves in `the manner of Van ordinary automatic airbrake system. Furthermore, as will appear from the following description, the cngineers valve is so arianged that for an emergency'application the triple valves may be actuated whether the electrically-controlled devices are operating or not.

The construction of the engincers valve is shown in Figs. 4 and 5. The valve spindle carries both the rotary valve D and the contacts on. controlling the electrically-fipcrated valves.v The valve scatvis provided with three ports. One ot' these, c, communicates with the pipe r' leading to thc train-line. A second port, al, at the center' ol' the valve-seat is connected to atmosphere through a normally-open valve O controlled by magnet M. l`hc third port [2 in the valve-scat' opens directly to atmosphere and is used for emergency applications` while the portva1 is used lor service applications. The rotary valve is also pro \'idcd with three p orts, one of which, rl, is cut through thc valve from top to bottoni. The top otv the Valve is iu connection with pipe b leading to the main reservoir, so that when thc valve-port rl is over the port r train-line is connectcd to main reservoir. This is the release-position, and is thc'position indicated in Fig. 5. The valve has a. second port or chamber fl, which has its inner-end always over tbc port in the vulve-scat a, and which extends radially outward` and is provided with a tapering arc-shapcd portion adapted to be brought over port rf in thc valve-scat lor service applications. When the port nl connects ports r" and al, thc train-pipe is connected Vto'atinosphcrc through the normally-open valve For emergency alnilications the valve is rotated tt) dcgrccs from the position shown in Fig. 5, which brings the` arc-shaped port r12 in Ihc rotary v-.llvo inlo communication with the ports c' and'o'l in the vulve-scat.. This connects train-line dircetly to atmosphere and produces an cm'crgcncy application by thc ol'icratiou of thc Iriphl valves whether the clcc-l tricallycontrollcd system is in opmation or not.

From what has bccn said above, the operation oi the valve will be clear. lYhcn the valvc is moved to s( rvice application position. in which port rrl in thc rotary Nvalve connects ports c'nnd r1. in thc valve-scat. the

nnignctfM is energized if thc electrically-ctintrolled systcm is in proper condition, lhcrcby moving the nor' madly-open valve `O to the right. as viewed in Fig. 4, closing the exhaust-port rl and preventing a reduction of pressure in thc tr-.iin-pipo. 'lhe triph` valves c onscqu "-nlly' remain inoperative. ll', however. the

4current'. sliouhlluil, thc magnet .\l would be dcner-- Boones gized, allowing the spring o to return the valve to the position shown in Fig. 4, thereby opening -the trainline to atmosphere. The pressure in the train-line would thereby be reduced so as to apply the brakes. Whether the electric control system is in operation or not, an emergency application of the triple valves can always be obtained by moving the engineers valve to emergency position, in which port d2 connects port c1 and a2, thereby connecting train-pipe directly to atmosphere.

I do not desire to limit myself to the particular construction and arrangement of parts here shown, but

aim in the appended claims to cover all modifications which are within the sr )pe ot' my invention.

What l claim as new and desire to secure by Letters Patent of the United Stati-s, is,-

1. In an air-brake system, an engineer's valve, a train pipe-line controlled thereby, pneumatically-operated brakecontroliing devices connected to said pipe-line, electro-magnetic brake-controlling devices independent of said pneumatic devices, train-wires connectcd'to said electric devices, contacts carried hy said enginecr's valve controlling said train-wires, and means for rendering the pneumatic devices inoperative when the electric devices are in operation.

2. In combination with the brakes of a train, a pneumatic control system for the brakes, an electric control system for the brakes, a single manually-controlled nicmber controllingl both systems, and means for automatically rendering the pneumatic system inoperative when the ciectric system is in use.

il. ln combination with 4the brakes ot' a train, a pneumatic control system for the brakes, an electric control system for the brakes, a handle, a valve operatively connected to said handle controlling the pneumatic'systcm, switch contacts operatively connected to said handle controlling the electric system, and means for automatically rendering said pneumatic system inoperative when the electric system is in use. l

4. ln an air-brake system, pneumatically-operatcd brake controlling devices, a train pipe-line connected thereto, electricaily-operated brake-controlling devices, train-wires connected thereto, a handle, a valve operatively connected to said handle controlling the pressure in said pipe-line, switch contacts operatively connected to said handle controlling the current in said train-wires, and means for rendering said valve inoperative when current is iiowing through a train-wire.

5. In un air-brake system, pneumatically-operated brake controlling devices, a train pipe-line connected thereto, ciectricaliy-operated brake controlling devices, train-wires connected thereto, a handle, a valve operatively connected to said, handle controlling the pressure in said pipe-line, switch contacts operatively connected to said handle controlling the current in 'said train-wires, an automatic valve adapted to render said controlling valve inoperative when current is flowing through a train-wire, and a magnet centrolicd by said switch contacts controlling said automatic valve.

6. In an air-brake system, pneumatically-operatcd brake controlling devices, a train pipe-line connected thereto,

electrically-operated brake controlling devices, train-wires` connected thereto, a handle, a vulve operatively connected to said handle controlling the pressuu ,"n said'pipe-iine, switch contacts operatively connected c'said handle controlling thc current inv said train-wires, a normally-open valve adapted to close a port of said controlling valve, and a magnet controlled by said switch contacts adapted to close said normally-open valve. v r

7. In an air-brake system, pnenmatlcaily-operated brake controlling devices, "'a train pipe-lineconnected thereto, electrically-operated'brake controlling devices, train-wires ,connected thereto, a handle, arvalve operatively connectedv to said handle controlling the 'pressure in said pipe-line, switch contacts operatively connected to said handle controlling tiie current in said train-wires, a normally-open valve adapted when closed to prevent a variation of train pipe pressure by said controlling valve, and a magnet controlled by said switch contacts adapted to close said normally-open valve.

8. In an air-brake system, a brake-controlling valve, a magnet adapted lto move said `valve to establish braking connections, means for returning said valve to a lap-position when said magnet is dcnergized, a second magnet adapted to move said valve to a second lap-position, and meansfor returning said valve to release-position when the second magnet is dencrgized.

il. ln an air-brake system, two yielding stops, a brakecontrolling valve adapted to reciprocate betweenl said stops and arranged to be in lap-position when in engagement with one stop and in release-position,when in engagement with the other stop, a magnet adapted to move said valve from lapto applicationposition against the pressure of one of said stops, and a second magnet adapted t'o move said valve from release .to a second lap-position against tht` pressure of the other stop.

' 10. In an air-brake system, two yielding stops, a brakecontrolling valve adapted to reciprocate between said stops andarranged to be in lap-position when in engagement with one stop and in release-position when in engagement with the other stop, and clectrically-controlled means for moving said valv(\l'rom lapto/npplicationposition against the pressure of one of said stops and from release to a second lap positionagainst the press re ot thc other stop.

il. ln an air-brake system, a brake-controlling valve, electro-magnetic means for reciprocating said valve, and yielding stops on opposite sides of said valve so spaced that said valve is in engagement -with only one ol said stops at a time.

11.. In an air-brake system, a brake-controlling valve, electro-magnetic means for reciprocating said valve, and yielding stops on opposite sides olsnid valve so spaced that said valve is in engagement with only one of said stops at a time, said valve being arranged to be in lap-position when in engagement with one stop and in release position when in engagement with the other.

13. In combination with the brakes of a train, n pneumatic control system for the brakes, an electric control system for thc brakes, a handle, a valve operatively connected to said handle controlling the pneumatic system and having service and emergency application positions, switch contacts operatively connected to said handle controlling the electric system, and means controlled by said contacts for rendering said valve inoperative in its service application position.

14. ln combination with the brakes of a train, a pneun1. tic control system for the brakes, an electric control system i'cr the brakes, a handle, a valve operatively connected y"to said handle controllingr the pneumatic system and having two exhaust ports for service and emergency applications respectively, a normally-open valve in the-service exihaust port, switch contacts operatively connected to said handle controlling the electric control system, and n magnet controlled by said contacts adapted t0 close said por mally-open valve.

15. ln an ain-brake system, two yielding stops, a brakecontrolling valve adapted to reciprocate between said stops and arranged to be iu lap-position when in engagement with one stopand in release-position when in engagement with thc other stop, and means controllable from a dist tance for moving said valve from lapto application position against the pressure ot'one of said stops and from release to a second lap-position against the pressure ot the other stop.

113, In an air-brake system, a brake-'controlling valve, means controllable from a distance for reciprocating said valve, and yielding stops on opposite sides of said valve so spaced that said valve is in engagement with only one of said stops at a time, said valve being arranged to be in lapposition when in engagement with one stop and in release position when in engagement with the other.

In witness whereof, l have" hereunto set my hand this 5th day 0f April, 1906. y GEORGE MACLOSKIE. Witnesses z BnNJAMm B. HULL, llnnun Onrono. 

